NOACA prepares safety reports for all jurisdictions in the region that maintain federal-aid eligible arterial roadways. These safety reports describe an approach based on the crash prediction functions from the Highway Safety Manual published by the American Association of State Highway and Transportation Officials (AASHTO). This approach provides a customized assessment of the expected crash frequencies and compares that with actual observed crashes from the Ohio Department of Transportation (ODOT). To view the reports, click here.

The Community Safety Reports generate Safety Priority Lists of arterials and intersections across the region. These lists are driven by Expected Average Crash Frequency (EACF), which is calculated using predictive formulas from the Highway Safety Manual (AASHTO). EACF is a statistically robust measure designed to provide reliable estimates of safety performance, but it can be challenging to understand. Let's clarify its components:

• Expected: This is a predictive measure based on the probability of collisions. It estimates the average number of crashes that will occur in a given area over time, rather than guaranteeing a precise number for any single year.
• Average: These statistically derived averages use advanced safety models that consider factors like road design, traffic volume, and historical crash data. This provides the most reliable long-term estimate of crashes for a specific location, improving with the addition of more data.
• Crash: At NOACA, we use "crash" or "collision" instead of "accident." An "accident" implies inevitability, suggesting nothing could have been done to prevent it or reduce its severity. This is incorrect. Most crashes are preventable through measures like separating users by space and time, increasing attentiveness, promoting seatbelt use, and deterring impaired or distracted driving. Focusing on prevention is key to saving lives.
• Frequency: This refers to the number of crashes expected annually, again, as a prediction, not a guarantee. 

The following tables display the total EACF for all crash types (vehicle, bicycle, and pedestrian), as well as separate EACF values for bikes and pedestrians. Tables are presented in pairs: arterial road segments (blue) and arterial intersections (purple). The mode of transportation for each table is indicated in green.

A final note on the data: each jurisdiction undergoes a calibration process. This normalizes the ratios of observed to expected crashes within ranges of Vehicle Miles Traveled (VMT) on arterials. This calibration factor is then multiplied by raw EACF values to produce the final numbers. However, pedestrian and bicycle crashes are not calibrated using VMT, as VMT does not apply to non-motorized modes of transportation. Their rates and distances operate on an entirely different scale, making comparison impractical.

The goal of these tables is to guide NOACA and our communities in making targeted, data-driven investments to save lives. For assistance with funding for countermeasures in these areas, please visit NOACA’s Transportation for Safer Communities Initiative.

INTERSECTIONS PRIORITIZED BY CALIBRATED EXPECTED ANNUAL TOTAL CRASHES IN THE NOACA REGION (2024)

SEGMENTS PRIORITIZED BY CALIBRATED EXPECTED ANNUAL TOTAL CRASHES IN THE NOACA REGION (2024)

Our top ten arterial segments for pedestrian and bicycle crashes are the same, so these tables are combined. It’s worth noting that these frequencies are only between our pedestrians or bicycles and vehicles. They do not account for instances such as a bicyclist running off the road.

SEGMENTS PRIORITIZED BY UNCALIBRATED EXPECTED ANNUAL PEDESTRIAN AND BICYCLE CRASHES IN THE NOACA REGION (2024)

INTERSECTIONS PRIORITIZED BY UNCALIBRATED EXPECTED ANNUAL
VEHICLE-PEDESTRIAN CRASHES IN THE NOACA REGION (2024)

INTERSECTIONS PRIORITIZED BY UNCALIBRATED EXPECTED ANNUAL
VEHICLE-BICYCLE CRASHES IN THE NOACA REGION (2024)

When examining the expected annual crash frequencies for pedestrians and bicyclists, values are often less than one. This may initially seem counterintuitive, given the critical importance of pedestrian and bicycle safety. NOACA acknowledges the severe impact of these crashes and aims to provide clarity on how these values are derived.

The primary factor is exposure. Even with notable pedestrian and bicycle activity, the number of people on foot or bike is typically in the dozens or hundreds. In stark contrast, motorized vehicle travel on the same arterials is often orders of magnitude greater, measured in thousands or tens of thousands of vehicle miles traveled. This significantly lower non-motorized exposure means individual collisions are less frequent. Crucially, even an expected annual crash frequency of less than one still signifies a location where a life-altering or fatal crash is statistically likely to occur over time.

Furthermore, pedestrian and bicyclist crashes are known to be underreported, especially when a motor vehicle isn't involved or injuries aren't severe. This creates a downward bias in the data used to calibrate crash prediction formulas. While these are recognized limitations, the Highway Safety Manual, with its Safety Performance Functions, Crash Modification Factors, and Empirical Bayes method, represents the most robust system currently available. We anticipate future HSM editions will refine these methodologies for non-motorized modes. In the meantime, please be assured that NOACA prioritizes high-priority corridors for pedestrians and bicyclists, recognizing that low-frequency, high-severity events are as important, if not more so, to prevent as high-frequency, low-severity events.

The SOC serves as an advisory group for NOACA’s regional safety planning, assists in the development of the RSP, and provides input to NOACA’s Transportation Subcommittee on projects and programs with respect to regional safety and operations. The SOC includes local planning and engineering officials, law enforcement, emergency responders, the Ohio Department of Transportation, the Federal Highway Administration, the Greater Cleveland Regional Transit Authority, the Ohio Traffic Safety Office, and community members. The SOC meeting schedule may be found here